Engine fuel control means



Dec. 31, 1935. H. SCHNEIDER 2,026,069

ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 1 \mINVENTO-R. 3% 4 v HEM/A7677 Saw/57pm Dec. 31, 1935.. H. SCHNEIDER2,026,069)

ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 2 BY I ATTORNE Y.

I Dec. 31', 1935. SCHNEIDER 2,026,069

ENGINE FUEL CONTROL MEANS A TTORNE Y.

Dec. 31, 1935. N ER 2,026,069

' ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 4 l [I I.f: Qp I. 1% I v 77 p\ ll JNVENT'OR.

HEM /m SCH/V575? Dec. 31, 1935. scHNElDER 2,026,069

ENGINE FUEL CONTROL MEANS I Filed June 29, 1952 s Sheefs-Sheet 5Hunuuuunn mTTm A TTORNE Y.

Patented Dec. 31, I935 res" PATENT Price ENGINE FUEL CONTROL MEANSHeinrich Schneider, Beloit, Wis. assignor to Fairbanks, Morse & Co.,Chicago, 111., a corporation of Illinois Application June 29, 1932,Serial No. 619,842 5 Claims. (01. 103-41) This invention relates toimprovements in internal combustion'engines, and more particularlytonimprovements in fuel pumps and associated control assemblies used inconnection with internal combustion engines of the solid injection type.

An object of the present invention is to provide an improved fuel pumpassembly which includes an engine driven cam shaft arranged toreciprocate a cam follower and associated fuel pump plunger whichoperates in a fuel pump chamber, the chamber being provided with--automatically -actuated suction and discharge valves, and meansassociated with the cam follower for varying the timing of the stroke ofthe fuel pump with respect to the crank position of the engine, byadjustably moving the pump ac.- tuating cam follower transversely of alongitudinal axis of the cam shaft.

A further object is to provide an improved fuel pump for an internalcombustion engine, thefuel pump including a cam actuated pump plunger,means for varying the timing of the pump plunger stroke with respect tothe crank position of theengine, the fuel pump plunger being arranged toreciprocate in a fuel pump displacement chamber which is provided withautomatically actuated suction and discharge valves; a by-pass valvearranged to be concurrently actuated with the pump plunger and disposedbetween the pump chamber and the suction side-of the pump, and meansassociated with the by-pass valve for regulating the effective fuelcharge delivered by the fuel pump to the engine cylinder,

A still further object is to provide an improved fuel pumpassemblyoperatively associated with an internal combustion engine, an enginedriven fuel pump operating shaft provided with cams which are arrangedrespectively to actuate pivoted cam followers operatively associatedwith a pump plunger which is arranged to reciprocate within a; fuel pumpdisplacement chamber provided with automatically actuated suction anddischarge valves, a cutoff valve arranged to be actuated by the fuelpumpoperating shaft, means associated with the cutoff valve forautomatically controlling the. effective fuel charge delivered by thefuel'pump responsive to engine speed, a housing for enclosing the fuelpump assembly, and means, externally of the housing and operativelyassociated with the cam follower assembly, for varying the timing of thefuel pump stroke with respect to the crank posi-. tion of the engine.

An additional object is to provide an improved fuel pump assembly whichincludes cam actuated mechanism for actuating a fuel pump plungerdisposed within a fuel displacement cylinder, automatically actuatedsuction and dis- 5 -means actuated from the exterior of the housing foradjusting the controlling movement of the governor mechanism.

An additional object is to provide an improved 15 I fuel pump assemblyfor internal combustion engines, which is neat and compact inarrangement and is inexpensive to construct and maintain.

Further objects and advantages will appear from the following detaileddescription of parts 20 and from the accompanying drawings, in which:Fig. 1 is a longitudinal sectional elevation of a preferred form of fuelpump assembly, taken along lines II- in Figs. 3 and 5; Fig. 2 is asectional elevation taken along lines 22 in Figs. 5 3 and 5 Fig. 3 isasection taken along line 33 in Figs. 1 and 2; Fig. 4 is a section,partially in elevation, taken along line 44 in Fig. 2; Fig. 5 is asection taken along line 55 in Fig. 2; .and

Fig. 6 is a fragmentary section taken along line 0' 66 in Fig. 2.

Referring to the drawings, the numeral [0 designates, generally, ahousing for enclosing and supporting the fuel pump assembly whichincludes a fuel pump operating shaft 1| suitably journaled in ballbearings l2 carried in wall portions of the housing. This shaft is, bypreference, provided with spaced cams 3 whichmay be formed integrallywith the shaft. 'It will, of course, be understood that \the cam shaft His 40 operativelyv connected to. and driven in timed relation by thecrank shaft (not shown) of an internal combustion engine. The cams 13are arranged operatively to engage, respectively, associated,camfollowers or rollers H! which are carried, respectively, on pins l5suitably journaled in connecting links l6. Reciprocating movement of thecam follower I4 is transmitted through the link Hi to a crosshead memberH.

which is provided, by preference, with a replunger 23 which is arrangedto be reciprocated within a fuel displacement cylinder 24 formed in apump barrel ,25, the pump plunger being maintained in' contact with theend portion 22 of the crosshead by means of a spring. 26. This spring,acting through the pump plunger 23, crosshead I1, link l6 and pins l5,urges the camroller into engagement with the operative surface of thecam l3. Y

In the preferred example, four individual pump barrel assemblies are, bypreference, disposed in a row, and are removably secured to a block orbody member 21 which is secured by means of cap screws 28 tothe housing10. The

pump barrel is secured to the; block member 21 by means of a threadedbushing member 29 which also serves as an end abutment'for the spring26. The cylinder portion 24 ofthe pump is, by preference, in fluidcommunication with a passage or conduit 30 formed transversely of theblock member .21, this passage being, at

times, in fluid communication with the fuel supply reservoir. 3| whichis disposed longitudif nally of the blockmember 21, and serves-as thecommon supply source for all. the individual pump assemblies. Thepassage of fuel from the supply source 3i to each individual pumpcylinder is controlled by an automatically actuated suction valve 32,one of whiclris provided for each fuel pump assembly. As the fuel iscompressed within the cylindler 24 by actuation of the pump plungerwhich it will be noted is of substantially constant stroke, thecompressed fuel is discharged through the passage 30, and

' thence through an automatically actuated, s'pring the fuel supplyreservoir 3|. The conduit 41 is,

loaded discharge valve 33 Which controls the discharge of fuel into aconduit 34 connected, bypreferenceto aninjection nozzle (not shown)associated with the combustion chamber of an internal combustion engine.The timing of the fuel pump plunger actuationby the cam shaft,'withrespect to the crank position of -the engine,.

may be varied by the mechanism hereinafter de- I scribed.

An eccentric shaft 35 isjby preference, spaced above and parallel to thecam shaft II, the end portions, of the shaft being suitably journaledin' bearings carried in wall portions of the housing I 0. A plurality ofrocker arms 35-are carried on the, eccentric shaft 35; each rocker armbeing connected with its associated .cam follower assembly by means ofthe pins l5. By partial rotation of the eccentric shaft 35, the camfollower I4 may be moved transversely'of the longitudinal axis of theshaft H for adjustably positioning the roller l4 with respect to thecaml3. Partial rotation of the eccentric shaft 35 may be effected fromthe exterior of the housing III by means 'of' a manually, controlledlever 31 which is operatively connected to an end portion 33 of theshaft 35 which extends through and is journaled in a wall portion ofthe. housing ID. This lever is, by preference, provided with .a springpressed member 39 which is arranged to engage, selectively, a pluralityof J notched portions 40 formed in a casing 4| which is removably'secured to an end portion of the housing Ill. By-urging the springpressed member 39 out of register with any particular notch 49, thelever may then be manually actuated sons to rotate the eccentric shaft35 to move the rocker arms 36, with their associated cam hereinafterdescribed.

sciated cylinder.

housing 89. As shown in Fig. 3, an upper end followers l4, transverselyof the ,cam shaft ll. Such a control movement varies the time relationof the individual fuel pumps with'respect to the crank position of theengine, and once theproper timing has been determined, the 5 springpressed member 39 of the manual control lever may be released and lockedinto engagement so as to maintain the eccentric shaft in adjusted timedposition. It will be readily seen that the entire timing controlmovement is ef-, 1o fected from the exterior of the housing l9; suitableindicia may be provided upon the casing 4| for visibly indicating theadjusted timed setting. v Further, this control movement varies thetiming of the fuel pumpstroke, ,with respect to the 15 crank position ofthe engine, but does not appreciably affect the fuel charge delivered bythe fuel pump which is supplied by an independently adjustable chargecontrolling mechanism 20 The quantity or charge of fuel delivered by thefuel pump is controlled by the time operationof a cylindrical by-pass orcut-01f valve 42 which is; by preference, arranged to reciprocate in avalve bore 43 formed in a valve body 44 25 which is removably secured'tothe blockmember 21. This cut-off valve is arranged to control a port 45which is in fluid communication with the passage 30 and fuel pumpchamber by means of a conduit 46. formedin the body mem- 90 I bypreference, formed within the body member 21, and connects all theindividual valve 40 piston bores 43 of the fuel pumps with the fuelsupply reservoir 3| through the single passage 48. .It will be apparentthat proper timing of the cut-off valve '42 with respect to the port 45,and the position of the pump plunger with 45 respect to its pump stroke,control the effective. fuel charge delivered by the pump to its asso-Time'd actuation of the piston valve is effected by means of the cam l3,crosshead member l1 and associated parts, and

thence through a rocker member 49 which is pivoted intermediate its endson an eccentric shaft. 59- suitably supported in wall portions of thehousing l9. This eccentric shaft serves as a shiftable fulcrum for therocker arm for controlling the stroke of the cut-off valve plunger.

An end portion of the rocker arm is, by preference, operativelyconnected to a link 5| which is pivotally connected to an end portion 52of the piston valve 42. The opposite end of the rocker arm 49 is, by.preference, provided with a portion 53 which slidably engages a slottedportion 54 formed in -a spherical member 55 which is supported in asocket formed in the crosshead member l1.- As the crosshead mem-.

- ber I1, with its associated parts, is reciprocated bythe cam shaft II,the rocker arm is oscillated to reciprocate the piston valve 42 with,respect to its valve bore. Therefore} it" will be readily seen that asthe pump plunger is being urged inwardly,-'or on its compression stroke,the cutoff valve 42 will, through the rocker arm connection to thecrosshead l1, be moved toward '-the port opening position, and that whenthe port 45 is uncovered the effective fuel delivery vided about thecut-ofi valve 42 in fluid communication with the port 45 so as toequalize and distribute the fuel pressure about the peripheral surfaceof the cut-01f valve 42 whereby to balance the valve within the bore 43.The cut-ofi point of the cut-01f valve with respect to the position ofthe pump plunger in the pump stroke may be automatically controlled inresponse to the speed of the engine, and thereby control the effectivefuel charge that is being delivered to the engine cylinder.

For effecting automatic control of the cutoil valve 42, the eccentricshaft 58 is operatively connected to a governor generally indicated at51, which is mounted within a housing or casing 58 detachably secured toa wall portion of the housing I8. An end portion 59 of the cam shaft IIprojects into the interior of the governor casing 58, the cam shaftbeing, by preference, connected by means of a suitable coupling member68 to a shaft extension GI which is suitably journaled in a bearing 62carried by the casing 58. A spiral gear 63 is, by preference, carried ona sleeve 64 which is secured to the shaft extension 6|, the sleeve beingprovided with an annular beveled portion 65. A corresponding beveledportion formed on the spiral gear 63 is urged by means of a spring 66into engagement with the beveled portion on the sleeve, the spring 66being disposed between the flanged portion formed on the couplingand thelateralface of the spiral gear. Rotation of the cam shaft is transmittedthrough the spiral gear 63 to a meshing gear 61 which is suitablysecured to a shaft 68 journaled in suitable bearings 69 supported by thehousing 58. Weighted members I8 are, by preference, pivotally connectedby means of pins II to a'carrier member I2 which is suitably secured tothe shaft 68.

It will be readily seen that rotation of the shaft 68 causes outwardmovement of the weighted members I8, responsive to increase in enginespeed to cause an endwise movement of the inner ends I3 of the weightedarms I8.' These end portions of the arms I8 engage an annular channeledportion 14 which is provided on a governor spindle I5, carried loosely'on the shaft, and being arranged tobe moved endwise of the shaft underthe influence of the centrifugal action of the governor weighted armsI8. This endwise movement is imparted to an annular member which is, bypreference, carried on a roller bearing 11 supported on an end portionof the endwise movable governor spindle I5,

I the member 16 being provided with diametrically opposed tnmnionportions I8 to which are pivotally connected linlm 19. The opposite endof each link I9 is, by preference, connected by means of a pin 88 to anintermediate portion of a rocker arm 8I which is pivotally connected bymeans of a pin 82 to the governor casing.'

It will be seen in Fig. 5 that clockwise move-x ment of the arm 8I isopposed by springs 83 which are attached, respectively, to lever memendportions of the lever, by manual rotation of a hand wheel 89 which issecured to a projecting portion of a shaft 98 supported by.-andextending through the governor casing. This shaft is, by preference,provided with a threaded por- 5 tion 9I which operatively engages 9,correspondingly threaded portion provided in the carrier structure 81.Manual rotation of the shaft 98 produces endwise movement of the fulcrumcarrier structure for effecting, a variable fulcrumlO positioningor-loading of the springs 83. The setting of the fulcrum is visible fromthe exterior of the casing by means of a pointer 9I which is associatedwith a suitable scale formed on the outer wall of the case. This pointeris oper-rlfi atively connected to the traveling nut portion of thefulcrum carried by means of a crank and pin connection 92. The controlmovement of the governor spindle is transmitted to the rocker arm 8|,andthence to a link 93 which is pivotally connected to the rocker arm 8I-by means of a pin 94, and to a crank arm 95 which is secured to an endportion 96 of the eccentric shaft 58, Fig. 6. Control movement of thegovernor is transmitted through the, above described mechanism to causea partial rotation of the eccentric shaft 58 which results in effectivecontrol of the movement of the cut-off valve 42 for regulating the fueldischarge delivered by the fuel pump responsively to the speed of theengine. #3 To provide manual control of the eccentric shaft 58 andcut-off valve 42, the end portion of the eccentric shaft is extendedbeyond the wall portion of the casing I8, a collar member 91 beingsecured to the extended portion of the eccentric shaft. This collarmember is, by preference, provided with a projecting lug portion 98. Themanual control lever 99 is, by preference, suitably mounted on a studshaft I88 which is carried by the casing '4I. A pin I8I is secured .tothe lever 99 in such a manner that a portion thereof projectstransversely of the collar member 91 and into the path of movement ofthe lug 98. This manual control lever is, by preference, provided with acylindrical bore I82 for receiving a plunger member I83 which is urgedoutwardly by means of a spring I84 to selectively engage notches I85'orI86 formed in the casing M. This plunger is secured to a handle portionI81 which fits over the bore portion of the lever, so that by drawingthe handle outwardly the plunger I83 may be removed from the notchengaged and the handle moved angularly for adjusting movement. With themanual control lever in the position shown in Fig. 4, the pin I81 isangularly spaced from the lug portion 98 on the collar 91 suflicientlyto permit appreciable control movement of the eccentric shaft 58 underthe influence of the governor. Now when the lever 99 is movedcounterclockwise, Fig. 4, the pin I8I engages the projecting lug .98 torotate the eccentric shaft 58 and collar member 91' sumciently to permitthe spring pressed member I83 to engage a notch I86 formed in the casing4|. In this position the manual control lever is locked in position,Such a positioning of the manual control lever results in an adjustmentof the stroke of the cut-off valve 42 whereby the fuel charge isby-passed at a point in the pump plunger stroke so that no fuel isdelivered to the injection nozzles, the adjustment resulting in aninsuiflcient pressure within the displacement chamber to actuate thedischarge valve 33.

Provision is made for preventing admixture rating the pump housing intoa pair of independent compartments I08 and I09, by means of thepartition 2|. The compartment N38, disposed beneaththe partition, isprovided with a sumcient quantity of lubricating oil III! for splashoiling the mechanism contained therein, the lilbricating oil beingmaintained at a level III by means of an overflow counduit H2 or theequivalent, any suitable means being provided to supply lubricant tothis chamber. This lubricating oil is confined within the compartmentI08, and

is separated from the compartment I09 which serves to catch fuel oildrip from the pump assembly. In order to prevent fuel oil from seep ingdown the crosshead guideways, and into the compartment l08 to mix withthe lubricant oil therein, the crosshead members are each provided withsuitable drip arrestors H3 which direct the fuel oil into the chamberI09. Suitable means (not shown) may be provided for draining the dripfuel oil accumulating in the compartment I09 back to the fuel reservoiror any other suitable receptacle.

It will, of course, be understood that the present' detailed descriptionof parts and the accompanying drawings relateponly to a single preferredembodiment of .the invention, and that substantial changes may be madein the described arrangement and construction of. parts withoutdeparting from the spirit and full intended scope of the invention, asdefined in the appended claims.

I claim:

1. In an injection pump assembly for solid injection engines, a pumpbody or block having a bore therethrough constituting a displacementchamber therein, a pair of spaced bored passages arranged in parallelrelation so as to intersect the first said bore, a pump plunger in oneof said bored passages,'a by-pass plunger in the -other bored passage,the plungers being adapted for reciprocal movement into spaced portionsof said displacement chamber, an intermediate bored passage transverseto and communicating with the ,first said bore, an inlet valve and adischarge valve each of automatic'type, disposed in alignment in saidintermediate bore between said plungers, a fuel supply conduit formed inthe block and extended at an angle from one end of said intermediatepassage, a by-pass conduit formed in the block, and extended at an anglefrom the opposite end of one of said parallel passages, a duct formed inthe block connecting said conduits, means for operating. said pumpplunger, and means operatively connecting the by-pass plunger to thepump plunger for positive actuation of the latter plunger ineachdirection, the last means including an element between the plungers,for controlling their operative relation. I

2. In an injection pump assembly for multicylinder solid injectionengines, including a pump body for a plurality of pumps, and provided.for each pump, with a bore. forming a displacement chamber therein, aconstant-stroke plunger disposed transversely of and operable adjacentone end of said chamber, a second bore for each pump unit, locatedtransversely and intermediate the ends of the displacement chamber,inlet and discharge valves of automatic type in controlling relation tosaid chamber and dis-' posed in said second bore, a by-pass duct withinsaid pump ody, to connect the several ply, apslidalble plunger in eachpump unit, serving as a cutoff valve for controlling communicationbetween the associated displacement chamber and said by-pass, thecut-off valve being dis- 5 posed adjacent the opposite end of thedisplacement chamber, a fuel supply duct formed in'the pump body, andcommon to the several pump units, a conduit connecting the supply ductand by-pass duct, a rocker forieachkpump unit, for actuating each cutofivalve responsively to movement of the associated plunger, an eccentricfulcrum shaft common to said rockers, and control means operativelyassociated with said eccentric fulcrum. 15

3. An injection pump and fuel control assembly for internal combustionengines, including a housing, a pump body for a plurality of pumpscarried by said housing, and including a displacement chamber for eachof the several 20 pumps, individual pump plungers operating in saiddisplacement chambers, a cam and canifollower assembly for actuatingeach of said plungers, a mechanically actuatedcutoflf valve for eachdisplacement chamber, arranged parallel to and spaced from theassociated plunger, a rocker disposed substantially between andoperatively interconnecting each of the said plungers and itsassociatedcutofi valve, intake and discharge valves in each displacement chamber,between the plunger and cutofi valve, an eccentric control shaft commonto the several rockers, an intake conduit formed in the pump body,common to the several intake valves, a by-pass conduit formed in thepump body, common to the several cut-off valves, and a conduit formed bythe'pump body, interconnecting the said bypass and intake conduits.

4. In an injection pump assembly for solid injection engines, a pumpbody or block having 40 a displacement chamber therein, a pair ofplungers arranged in parallel relation, and adapted for reciprocalmovement into spaced portions of said displacement chamber, an inletvalve and a discharge valve each of automatic type, disposed in linewith each other in said chamber intermediate said plungers,'an oilsupply passage in the block, leading to the inlet valve, an overflowpassage-in. the block, controlled by one of said plungers, a conduitinthe block, between said passages, a rocker disposed below the pump body,between said plungers and pivotally connected at one end to one of saidplungers,; an element rockably carried by the other plunger and slidablyreceiving the other end of the rocker, an eccentric fulcrum for saidrocker, disposed substantially between said plungers, and means forrotating said eccentric, to shift the fulcrum of said rocker.

5. An injection pump assembly for solid injection engines, including afuel pump of a type embodying spaced displacement and cut-off nor isoperatively related to the adjacent projecting end of the fulcrum shaft,a manual control lever pivotally mounted near the opposite end of theblock and shaft, and a lost-motion connection between the shaft andmanual control lever, adapted to permit normal governor control of theshaft independently of movement of the manual control lever, theconnection including an arm or projection adjustably secured to thecontrol end of the shaft, and a companion, abutting projection carriedby the lever,

6. An injection pump assembly for solid injection engines including, incombination with a fuel pump embodying spaced displacement and cut-offplungers, means for actuating the displacement plunger, .a rockeroperatively connecting the plungers, an eccentric fulcrum shaftproviding a pivot for said rocker between its ends, and between the saidplungers, a crosshead carried by the displacement plunger, a

bushing for slidably receiving one end of the rocker, and adapted foroscillation in the cross head, a governor at one end of said shaftbeyond the pump, an arm adjustably carried by said end of the shaft, towhich the governor is operatively connected, a pivoted manual controllever disposed at the opposite end of the pump, a projection carried bysaid lever and a projection carried by said shaft, the projectionsadapted to be brought into abutting relation for manual actuation ofsaid shaft to an extreme position, the projections being normallyangularly displaced, whereby to permit normal governor control of theshaft, free of movement of the manual control lever, and a collarelement adjustably secured to said eccentric fulcrum shaft, theshaft-mounted projection being carried by said collar element.

' HEINRICH SCHNEIDER.

